Electro-magnetically-operated air-brake for railway-cars



(No Model.) 5 Sheets-Sheet 1. H. HOLLERITH. ELECTED MAGNETIGALLY OPERATED AIR BRAKE FOR RAILWAY CARS.

Patented Jan; 12, 1886.

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(No Model.) 5 Sheets-Sheet 2.

H. HOLLERITH. ELEGTRO MAGNETIGALLY OPERATED AIR BRAKE FOR RAILWAY ems.

No. 334,020. Patented Jan. 12, 1886.

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(No Model.) 5 SheetsSheet 3.

H. HOLLERITH. ELEGTRO MAGNETIGALLY OPERATED AIR BRAKE FOR RAILWAY CARS.

Patented Jan. 12, 1886.

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QELEGTRO MAGNBIIGALLY OPERATED AIR BRAKE FOR RAILWAY CARS. No. 334,020. Patented Jan. 12, 1886.

Wz'fn'eases. Inveni NITED STATES .ATENT FFICE.

HERMAN HOLLERI'III, OF ST. LOUIS, MISSOURI.

ELECTRO-MAGNETlCALLY-OPERATED AIR-BRAKE FOR RAILWAY-CARS.

SPECIFICATION forming part of Letters Patent No. 334:,020 dated January 12, 1886.

Application filed April 30, 1885. Serial No. 164,008. (No molcl.)

To all whom it may concern Be it known that I, HERMAN HoLLERITH, of St. Louis, in the county of St. Louis and State of Missouri, have invented certain new and useful Improvements in Air-Brakes for RailwayCars; and I do hereby declare the following to be a full, clear, and exact description of the same, reference being bad to the accompanying drawings, forming a part ofthis specification, and to the figures and letters of reference marked thereon.

My invention relates particularly to that class of air-brakes in which the valves which govern the admission and exhaust of air to and from the brake-cylinders of the several cars are controlled by electromagnetism. In this class of air-brakes, as heretofore constructed, it has been customary to arrange the said inlet and exhaust valves so as to be capable of simultaneous operation onlytl1at is to say, upon the opening of the inlet-valve the exhaust-valve was closed, and vice versa-the eifect of this being to constantly hold the brakes either fully on or entirely off. In practice, however, it is found desirable to be able to control the brake-pressure or pressure in the brake-cylinder more fully than is possible with the arrangement of valves heretofore resorted to. For instance, in descending long grades it is desirable to be able to apply the brakes continuously under onlya part of the pressure obtainable when the brakes are fully on, and also to be able to increase or diminish the pressure at will; and while the variations of pressure in the brakecylinders are taking place, it is also desirable that the maximum pressure should be maintained in the auxiliary reservoir or power-chamber, so that the full pressure of air may at any time be instantly availed of in case of an emergency. To accomplish this object I have devised a plan of construction whereby the inlet and exhaust valves are rendered entirely independent of each other, and capable of being operated either separately or together at will, so as to enable the pressure in the brake-cylinders to be either augmented or reduced without changing the pressure in the auxiliary reservoir and main air-pipe, and thus putting the brakes under complete control.

In carrying out this part of my invention,

I employ two electric circuits, or one current divided into two branches extending throughout the train, and I arrange in one circuit or branch the electro-magnets which control the inlet-valves and in the other circuit or branch the electromagnets which control the exhaust valves, and I provide means whereby the said circuits or branches, or either of them, may be broken or closed at will, so as'to apply or release the brakes or adjust and control their pressure, and I arrange the circuits so that when broken or interrupted from any causesuch, for instance, as the separation of one or more cars from the body of the trainthe brakes will be applied. I also provide means whereby, when from any cause the pressure of air in the supply-pipes falls below a certain safe limit, the electric circuit will be broken and the brakes applied, and, if desired, the pressure in the main reservoir maintained, all as will be hereinafter described.

In the accompanying drawings, Figure 1 is a diagram illustrating the application of my invention to a railway-train, the inlet-valves being shown closed and the exhaust-valves open. Fig. 2 is a view illustrating the position of the inlet and exhaust valves when the former is open and the latter closed. Fig. 3 is another View showing both the inlet and exhaust valves closed. Fig. 4 is a plan view of one of the valve chambers which I prefer to use. Fig. 5 is a side View of the same.

Figs. 6 and 7 are vertical sections taken on the lines at w and g y, respectively, Fig. 5. Fig. 8 is a horizontal section taken on the line zz, Figs. 6 and 7. Fig. 9 is a horizontal section taken on the line w 10, Fig. 5. Fig. 10 repre sents a longitudinal vertical sectional view of one of the devices, by the operation of which the electric circuit is broken when the pressure in the air-supply pipe falls below a predetermined point. Fig. 11 is a sectional view taken on the line a a, Fig. 10. Fig. 12 is a cross-sectional view of another form of automatic circuit-breaking device and valve for checking the discharge of air from the main reservoir. Fig. 13 is asectional view taken on the line 0 '0, Fig. 12; Fig. 14:, a sectional view taken on thelinett, Fig. 12; Fig. 15, a section on line Z Z, Fig. 14.

In the diagram, Fig. 1, A represents the main air-pipe extending throughout the train; B, branch pipes leading to auxiliary reser voirs 0, located one on each car.

D are the brake cylinders, having pistons connected to the brake-levers in the usual manner.

E are the valve-chambers, located between the auxiliary reservoirs and the brake cylinders. The preferred construction of these valvechambers and their contents is shown in Figs. 4 to 9, inclusive. They each contain a tubular inlet-valve, F, and a similarlyformed exhaustyalve, G. Both ofthese valves at their lower ends open into a small cham ber, H, from which leads a pipe, I, to the brake-cylinder, while at their upper ends they open, respectively, into small independent chambers J and K, the former communicating with the auxiliary or power reservoir and the latter with the open air. The upper end of the inlet-valve and the lower end of the exhaust-valve are each brought to an edge, and are adapted to seat against soft-rubber gasket L, so as to form tight joints therewith. Pen forat-ions M are made in the casing or wall back of these gaskets, in order to permit the escape of air that might leak behind the latter, and suitable packings, N, are provided to prevent the escape of any air into the interior of the chambers. By constructing the upper and lower chambers very small they are enabled to withstand great pressure with out being made very heavy, and, as these chambers are the only part subjected to pressure, the whole valve-casing is therefore en-- abled to be made light. The valves, it will be observed, are nearly perfectly balanced, the only resistance to their operation being due to the friction of their packingrings.

Upon each valve is formed or secured a stop or collar, 0, between which and the casing a spring, P, is arranged, for the purpose of insuring the proper descent of the valves when released. In the large interior compartment of each valvechamber are arranged electromagnets Q and R, each of which is supported by a screw, S, and adjusted by screwsT T. Below the elect-ro-magnet Q is arranged an armature, U, which is pivoted at V and has its outer end bifurcated, so to embrace the inlet-valve T below an adjustable stop or collar, W. arranged thereon, as shown in Fig. 6. A similar armature, X, is arranged below the electro-magnet R, and is adapted in like manner to operate the exhaust'valve G, as shown in Fig. 7. All the elect-ro-magnets which control the inlet-valves are included in one electric circuit, and all the electro-magnets which control the outlet-valves are included in another circuit, thus rendering each set of electro-.inagnets and valves independently controllable. Various ways ot'arranging these circuits maybe resorted to. In the arrangement shown in Fig. 1 a circuit extending from an electric battery or other electrical generator, A, located upon the engine, is divided at A into two insulated branches, AA, which pass through the main air-pipe extending through out the train. all the electro-magnets controlling the inlet Valves being looped into the branch A", and all those controlling the exhaust-valves being looped into the branch A and themain air-pipe itself serving as a return to the battery, as will be readily understood. The ordinary couplings and electrical connections are employed between the cars, and need no particular description. Upon the engine is located any suitable arrangement for opening and closing the branch A at the pointA",

and for opening and closing the branch A at the point A Normally both branches of the circuit remain closed, this causing all the inletvalves to be kept raised against their seats and the exhaustevalves to be kept raised from their seats, as shown in Fig. 1, thus cutting offall communication between the comp ressedair supply and the brake'cylinders and put ting the latter into communication with the open air. If, now, both branch-circuits AA be broken at A A, all the inlet and exhaust valves will drop, as shown in Fig. 2, and allow the compressed air to rush down through the inlet-valves into the lower chamber, H, and thence into the brake-cylinders, and cause the brakes to be applied. VVhile'the brakes are still on the branch A may again be closed, which will seat all theinlet-valves and cut off communication with the auxiliary reservoirs, but yet retain the pressure in the brake-cylinders. Should itbe desircdtokeep the brakes on a considerable length of time, as in coming down a grade,and should the brakes relax their hold through leakage of air from the brakecylinders, the pressure in the latter may be augmented by again breaking the branch circuit A, and thus opening again the inletvalves, and then making the circuit again to close them. On the other hand, should it be desired to release the brakes or to relax their pressure merely. it may be done by closing the branch A so as to open for a longer or shorter time the exhaust-valves,

and allow the wholeor a portion of the compressed air to escape from the brakecylinders, theinlet-valves being meanwhile kept closed. By breaking and closing both branches of the circuit simultaneously the opening of all the inlet-valves and the closing of all the exhaust-valves may be effected simultaneously, and vice versa. It will thus be seen that by my invention all the valves are kept under the most perfect control. the inlet-valves independently of the exhaustvalves, and that therefore the brakes of each car are susceptible of being manipulated to the best advantage and simultaneously with the brakes of all the other cars in the train. The arrangement is also such that should the circuits be broken, as by the parting of the conductors between cars or at any other point, or should the current flowing stop or fall below normal strength, the armat-ures will be released, the inlet-valves opened, the exhaustvalves closed, and the brakes applied to each car, or at least to such cars as become detached from the body of the train. It is obvious that should the pressure in the main pipe fall below the predetermined limit or be removed entirely by a break in it, or a dis-arrangement of the air-compressing apparatus, serious results might follow, since the engineer, after drawing on the supply ofair in the auxiliary reservoirs until exhausted, would lose all control of the brakes. To avoid the possibility of such an occurrence, I therefore arrange in the main circuit one or more electric switches or circuit-breaking devices connected with and operated by asmall piston arranged in the main air-pipe, and actuated in one direction by the tension of a spring or equivalent tending to break the circuit and in the other direction by thepressure of air in said main air-pipe to keep the circuit closed. When the pressure falls below the predetermined limit, the spring forces the piston down, thereby operating the electric switch, breaking the circuit, and applying the brakes. 7

These circuit-breaking valves may be of various forms. In the arrangement shown in Figs. 1, l0, and 11 a chamber, B", is coupled to the main air-pipe, so as to practically form a portion of the same, and up into this chamber extend the severed ends of a conductor, 0, which is in electrical connection at D with the air-pipe, and forms with the said pipe the return-circuit to the battery or other currentgenerator. These severed ends are in turn electrically connected with contact fingers E which in turn are adapted to bear either upon the ebonite portion F or upon the metallic portion G" of the piston H, adapted to play in the upper part of the chamber, as shown. This piston has arranged behind or above it a suitable spring, 1 whichtends to force it inward. When the pressure of airin the airpipe is at or above normal, the piston is forced up and held against a flange, J thus causing the metallic portion G to be interposed between the metallic fingers E and establish the circuit; but when from any cause the pressure in the air-pipe falls below normal, the spring I will assert itself and force the piston inward, so as to interpose its ebonite or insulated portion between the metallic contactfingers, and thus break the circuit and cause the brakes to be applied. The strength ofthe spring is regulated so as to move the piston at any predetermined degree of pressure with in the pipe.

In the construction illustrated in Figs. 12, 13, 14, and 15 I use a loaded piston which is actuated by the difference of pressure in the main reservoir and main pipe, and which is connected with and operates an electric switch or circuit-breaker controlling the main electric circuits, and a valve controlling communica tion from the main reservoir to main air-pipe, the Wholebeing so arranged that when there is any unusual'or sudden diminution of pressure in the main air-pipe, as in case of breakage of same, the piston will operate to break the electric circuits and close the valve, thus checking further dischargelof air from the main reservoir. The piston, however, being loaded by spring) will not operate when pressure is diminished gradually, as in the ordinary operation of the brakes.

Referring to said last-mentioned figures, K represents a shell or casing interposed in the main air-pipe and divided by a diaphragm or partition, L", into two compartments, M N", the pipe leading from the main air-reservoir leading into the former, and the pipe conveying the air to the train leading out of the latter. A port, 0 which may be of cruciform shape, is made in the diaphragm L and through this port plays a valve-stem, P hearing near its lower end a valve, Q, provided at its upper end with a piston, S which is fitted to thebore of the compartment 1W, and has bearing upon it aspring, T". A pipe, U leads out from the upper compartment above the piston S. Another pipe, V", leads from the said compartment below the piston, while still another pipe, WV leads from the lower compartment, N, all three of said pipes centering at and coupled to a coupling, X in which a three-way cock, Y is arranged. To the lower end of the valve-stem P is secured a projection, A, of ebonite or some other insulating material, carrying one or more ringsor bands of metal, B and with this ebonite projection and its hands are adapted to co-operate one or more pairs ofspring-contactfingers, C interposed in the electric valvecircuits. I hav e shown four pairs of contact-fingers and four circuit-wires, this being the necessary equipment where a return-wi re for each circuit is provided and where all the wires are to be ruptured; but where only one wire forms, with the pipe itself, the return-circuit, as shown in Fig. 1,- only one wire and one pair ofcontact-fingers will be required. Normally the three-way cock Y stands open, as shown in Fig. 12, so as to put the upper part of the compartment M above the piston and the lower compartment, N", into communication and cause the air-pressure on both sides of the piston S and valve Q to be equal. Thus airbalanced, the spring T asserts itself and causes the piston to descend so as to bring the metallic rings B into contact with the springcontact fingers, and thus keep the circuits closed. Should, now, a break occur in the main airpipe, the sudden reduction of pressure in the lower compartment, N", and in the upper part of the upper chamber, 1W, would cause the pressure in the lower part of the upper compartment, M, below the piston to preponderate, and the piston, by reason of its large area, would be forced up, thus breaking the circuit by the interposition of'the ebonite between the contact-fingers, and at the same time seating the valve Q on its seat R, thereby holdioo ing the air-pressure in the" main reservoir. Pressure maybe again established in the main air-pipe throughout the train by turning the three-way cock Y so as to put the upper and lower parts of the upper compartment, M,

above and below the piston into communication, whereupon the piston will be again airbalanced,and the spring allowed to assert itself, force down the piston, and again close the circuits.

While I have shown the application of my invention to a brake system in which compressed air is employed to operate the brakes, it is evident that it can, without the exercise of invention, be applied as well to the vacuumbrake and other well-known systems.

Having thus described my invention, what I claim as new is- 1. In an air-brake system, a pair of valves arranged in the lines of communication from apower-chambertoa brake-cylinder, and from the latter to the external air, in combination with electro-magnets in separate circuits or branches, with apparatus for making and breaking such separate circuits or branches, so as to shift such valves either simultaneously or independently, whereby either of said valves may be held open or closed, or both held closed or both open, substantially as described.

2. In an air-brake system, the combination,

with the air-supply or power chamber and the brake-cylinder, of independent valves for controlling the admission of air to the brake-cylinder and the exhaustion of air from said cylinder, and electrical apparatus for independently operating said valves, whereby the brakes are enabled to be applied with any desired degree of force, and the pressure upon them is enabled to be augmented or diminished wit-hout producing a rise and fall of pressure in the main air-pipe and auxiliary reservoir.

3. In an air-brake system, the combination, with a main airpipe and a series of brakecylinders arranged on different cars having pistons connected with the brakes thereof, respectively, of a series of valves arranged to connect said cylinders through suitable connections with the main air-pipe, and another series of valves arranged to connect said cylinders with the external air, of two series of electro-magnets, each arranged to operate one series ofvalves, substantially as described, whereby independent control is given of each series of valves throughout the train, and the simultaneous operation of all the valves of either series insured.

4. The combination, with the main airpipe of an air-brake system and a series of auxiliary reservoirs and brake-cylinders arranged on diiierent cars, of a series of valves arranged to connect said cylinders with the auxiliary reservoirs, and another series of valves arranged to connect said cylinders with the external air, and two series of electromagnets,eacl1 arranged to operate one series of valves independently of the other series of valves, substantially as described.

5, In an airbrake system, the combination, with an air-supply or power chamber and a brake cylinder, of an intermediate valvechamber interposed between the air-supply or power chamber 'and the brake cylinder, and having passages leading from the powerchamber to the brake-cylinder and from the latter to the external air, and containingitwo independent valves for controlling said passages, and electro-magnets, one for each valve, arranged in separate circuits or in diti'erent branches of the same circuit, substantially as described.

6. The combination, with the valve-casings having the independent upper chambers in communication with the compressed-air supply and the external air, respectively, and having the lower chamberin communication with the brake-cylinder, of the tubular inlet and exhaust valves having their ends opening into the upper and lower chambers, as described, the armatures for co-operating with said valves, and the electro-magnets by which said armatures are controlled, substantially as described.

7. In an air-brake system, the combination, with a main air-pipe,and a series of brake-cylinders arranged one on each car and connected mediately or immediately to the main airpipe, of aseries of valves arranged to put the brake cylinders in connection with the airsupply, and another independent series of valves arranged to connect said cylinders with the external air, two series of electromagnets, each arranged to control one series of valves, and circuit conductors extending throughout the train and adapted, when separated or broken, to operate the electro magnets in a manner to apply the brake, substantially as described.

8. In an air-brake system, the combination of a main air-pipe extending throughout the train, the brake-cylinders on the several cars, connections between said cylinders and the main air-pipe, valves for controlling the inlet and exhaust of air to and from the cylinders, electromagnets for controlling said valves, an electric valve -circuit extending throughout the train, and one or more pistons with circuit-breaking devices connected thereto controlled by the pressure in the main air-pipe, and adapted, when such pressure falls below a predetermined point, to break the electric valve-circuit and cause the brakes to be applied, substantially as described.

9. In the hereindescribed air-brake system, and in combination with the main air-pipe and the electric valve-circuit, a piston and valve located in the main pipe, and a circuitbreaker connected to and operated by the piston to open the electric valve-circuit when the pressure in the air-pipe is below a predetermined point, and to open said circuit and at the same time hold back the pressure in the main air-reservoir when a break or opening ports leading from the lower compartment, IO

of the main air-pipe occurs, substantially as and from the upper and lower portions of the described. 1 upper compartment, and the three-way cook,

10. The combination, with the main airsubstantially as described.

5 pipe, of the valve-casing interposed therein, HERMAN HOLLERITH having the upper and lower compartments,

the valve-stem carrying the piston at its up- \Vitnesses: per end, and the valve and circuit-breaking A. S. STEWART, device at its lower end, and communicating THOMAS DURANT. 

